Burner for internal-combustion engines



May 15, 1923. 1,454,972

E. L. LOWE BURNER FO R INTERNAL COMBUSTION ENGINES Filed Dec. 29. 1922 2Sheets-Sheet 1 ATTORNEYS.

May 15, 1923. 1,454,972

E. L LOWE BURNER FOR INTERNAL COMBUSTION ENGINES Filed Dec. 29. 1922 2Sheets-Sheet 2 ATTORNEY? nary fuel oil.

Patented May 15, 1923.

UNITED STATES EDWARD L. LONE, OF PALO ALTO, CALIFORNIA.

BURNER FOR INTERNAL-COMBUSTION ENGINES.

Application filed December 29, 1922. Serial No. 609,777.

To all "whom it may c0n0cm Be it known that I, EDWARD L. Lowe, a citizenof the United States, residing in the city of lalo Alto, county of SantaClara, State of California, have invented a new and useful Burner forInternal-Combustion Engines, of which the following is a specification.

My invention relates to a novel construction of a burner and itsadjuncts for inter nal combustion engines, whereby in lieu of gasolineas a fuel I am enabled by my novel construction to employ the cheapestand heaviest grades of hydrocarbons or oils whose cost approximates buta few cents per gallon, as compared with the more expensive lighterhydrocarbons, such as gasoline and the like. a

In order to describe my novel burner for oil burning internal combustionengines, I will give certain fundamental facts and requirements withrespect to the combustion of fuel oil which form the basis of thisinvention.

(1) At the present time ordinary internal combustion engine; fuel. oilhas generally a flash point between 150 F. and 200 F. and a tire testinthe neighborhood of 250 F. or 300 F.

(2) Air when compressed to 200 pounds per square inch gauge is raised intemperature to about. 670 F. Lower as well as higher compressivepressures have corresponding temperatures. It will be noted that'thetemperature of 670 is far in excess of that actually required to burnordi- If now this temperature can in some way be utilized. to ignite oilof combustion, a new era in internal combustion engine construction willbe inaugurated.

My novel burner which is the subject of this application comprises adevice which may be used on engines with compressive pressures lowerthan those used in engines of the Diesel type and is applicable toengines using a light fuel for starting only, as well as engines whichhave no such provision, depending in either case entirely upon thecompressive pressures for which the engineis designed. My experimentshave indicated that with a compressive pressure of about 200 pounds persquare inch, ordinary fuel. oil may be ignited from a cold start andthat an engine with much lower compressive pressure will operatesatisfac- Extremely high temperatures as met with in the hot bulbengines have a tendency to decompose or crack the oil of combustioninstead of vaporizing it and with consequent deposition of carbon. Whenthe oil of combustion deposits oncool surfaces it does not vaporize and,a carbondeposit results.

To the above ends my invention consists of a novel construction of aburner for internal combustion engines comprising a pinrality ofconcentrically arranged cylindrical metallic ferrules, thimbles orsleeve-like members which for convenience of manufacture are madeseparate so as to be readily assembled orv disconnected if desired, saidthimbles being clamped or positioned by novel mechanism within a pocketor passage in the engine cylindercommunicating with the compressionchamber.

It further consists of a novel construction of a burner for an internalcombustion engine composed of an outer flange or supporting member, apluralityof concentric metallic conical thimbles, ferrules orsleevelil're members so collocated that a conical central combustionchamber of relatively large area is provided within the inner thinible,while the conical space between the two thimbles comprises a thin orrestricted annular ignition chambelm It further consists of a novelcrmstruction of a burner composed of. flaring. concentric thimbles orsleeve like members. which are in the shape of truncated cones whoselargest areas are at the bottom, the inner thimble being preferablyshorter than the outer thimble and novel means being provided forpositioning said'burner in a passage in the engine cylinder incommunication with the compression chamber.

It further consists in combinationflwith erated valvular member, whichis seated by back pressure from the burner, said valve being enclosedwithin a bonnet carried by a casing, whose base flange also serves toclamp the elements of the burner in position with respect to its pocketin the engine cylinder.

It further consists of a novel valvular device, a novel burner having adownwardly flaring central combustion chamber and a thin, outer,conical, restricted, downwardly flaring, ignition chamber, and novelmeans for assembling these devices with respect to the engine cylinder.

It further consists of other novel features of construction, all as willbe hereinafter fully set forth.

For the purpose of illustrating my invention, I have shown in theaccompanying; drawings, a form thereof which is at present preferred byme, although it is to be understood that the various instrumentalitiesof which my invention consists can be variously arranged and organizedand that my invention is not limited to the precise arrangement andorganization of these instrumentalities as herein shown and described.

Figure 1 represents a vertical, sectional view of a burner and fuel oilregulating device, embodying my invention.

Figure 2 represents on an enlarged scale in detached position, aperspective view of the outer thimble, ferrule or sleeve-like member, ofthe burner.

Figure 3 represents on an enlarged scale in detached position aperspective view of an inner thimble, ferrule or sleeve-like member,which is adapted to be inserted into the construction seen in Figure 2to form the burner.

Figure 4 represents on an enlarged scale in detached position, avertical sectional view of a fuel control valve, showing its ports andhollow guiding means.

Figure-5 represents in detached position, a perspective view of thespring, head and stem which control the admission of the fuel.

Figure 6 represents on an enlarged scale a vertical sectional viewshowing the base flange of the valve casing, t e top of the enginecylinder, the flange of the outer burner in'embera'ndthe manner offorming a tight joint between these elements, whereby a single gasketeffects the packing of these devices.

Similar numerals of reference indicate corresponding parts.

Referring to the drawings,

1 designates the engine cylinder and its water jacketed cylinder headand 2 the piston therein, which has its upper wall 8 preferably roundedor convex, the juxtaposed wall 4; of the piston chamber 5 beingpreferably of the same contour as said piston end 3. The cylinder hasthe passage 6 in its upper portion and the air inlet 7 leading to thechamber 8, communicating with said passage, which is controlled by theair intake valve 9. The exhaust chamber communicating with the passage 6is indicated at 10, and is controlled by the exhaust valve 11, theexhaust escaping through the pipe 12.

My novel engine has no spark plugs and the valves 9 and 11 and thepiston 3 are actuated by any suitableor conventional mechanism, which itis unnecessary to describe in detail.

'13 designates a passage or pocket in the top of the cylinder in whichis positioned the burner 14 composed of a plurality of metallicferrules, thimbles or sleeve-like members, which with their adjuncts constitute the salient features of my invention and will now be described,said burner extending towards the compression space and. having its endopening thereto.

The burner is composed of the outer member 15, which comprises a flange16, having the circumferential bottom shoulder 17, see Figure 6, whichrests on the upper wall or edge of the pocket 13, the outer edge of saidflange being beveled as at 48, (see Figure 6) and resting upon thegasket 18, which also contacts with the bevelled wall 49 of the flange29, to be hereafter referred to. From the flange 16 depends the hollow,open ended, conical thimble, ferrule or sleeve-like member 19 having theshape of a truncated cone, whose diameter in cross section graduallyincreases downwardly and is preferably largest at its lower end 20.

21 designates an inner circumferential shoulder within the flange 16,upon which rests the outer peripheral portion of the flange 22, fromwhich depends the inner conical thimble, ferrule or sleeve-like member23, which is of the shape of a truncated cone, whose diameter graduallyincreases downwardly, the bottom edge 24 01? the member 23, preferablyterminating a s'hort'distance above the bottom 20 of the outer sleeves19 and. 23, and the inner central flaring combustion chamber 27, iscontained within the inner conical sleeve It will be seen front theforegoing that the conical sleeves l9 and23, whose'individualconstruction will be understood from Figures 2 and 3, when assembled asseen in Figure 1, form a unit .or burner 14: comprising the centralflaring combustion chamber 27 of relatively large area flaringdownwardly and the outer conical thin or restricted ignition chamber 26,which also flares downwardly and discharges into the lower end of theouter sleeve 19, it being also apparent that the lower portion of thepassage or pocket 13, in which the burner is positioned, also flaresdownwardly to meet the wall 4, as indicated at 28. The burner or unit 14is clamped in position by i means of the base flange 29 of the valvecasing 30, said flange being secured to the cylinder by bolts or thelike 31, and by reason of the gasket .18 being positioned as seen inFigure 6, the requisite tight joint between the various elements can beobtained by the employment of a single gasket.

32 designates the fuel inlet pipe for the admission of liquid fuel,which is secured to the extension 33 by the coupling 34, said extensionprojecting from the bonnet 35, which is secured within the valve casingby the couplingnut 36, whose upper inner portion bears on the bonnetflange 37. The upward extension 33 ofthe bonnet 35 has the upper port38, which admits the fuel upon the top of the valve 39, having the ports46, said valve havingthe pendant hollow guide '40, having the internalupper shoulder 41, see Figure 4. The upper end of the spring 42 bearsagainst said shoulder ll and its lower end bears on the head 43, whosebottom is conical and rests on a conical seat above the flange 29, saidheadhaving the ports 44: therethrougln which communicate with the port1-7 which admits the fuel directly into the combustion chamber 27. Fromthe head 43 projects the stem 45 which is surrounded by the spring 42,the tendency of said spring normally being to seat the valve 39upwardly, as seen in Figure 1, I

It will be seen from the foregoing that not only the burner and itsadjuncts canbe readily assembled and disconnected for the purpose ofinspection, replacement or repairs,

but the fuel. control valve and its adjuncts are alsoreadily accessible,by the manipulation of the coupling nut 36.

WVhile I have shown in Figures 1, 2 and 3, the preferred manner ofconstructing and assembling the burner elements 19 and 23 with respectto the base flange 29, it will be evident that these elements may bedifferently constructed and assembled. It is, however, essential thatthe burner elements 19 and 23 be of relatively thin metal and that theybe attached to or at least in metallic contact is not so susceptible toquick changes of temperature, as are the thimbles or'burner elements 19and 23, as will be hereafter 6X- plained.

The operation is as follows in a two cycle t engine.

In order to start it is only necessary to set the engine in motion orturn it over either by hand or by any one of the conventional methodsnow in use, and in the following description the term inward refers tothe motion of the piston towards the crank shaft,

space 13 relinquishes a portion of its heat to the jacket water throughthe cylinder head wall 4, and a portion to the thimble or outer burnerelement 19, and also a portion to the cap or flange 29. In like mannerthe air in the space or ignition chamber 26 relinquishes heat to thethimbles or burner elements 19 and 23, and to the thick base flange orcap 29. The air inthe combustion chamber or space 27 relinquishes heatto the thimble or inner burner element 23 and also to the cap or flange29 which latter also receives heat from said, burner elements 19 and 23,by reason of its direct contact therewith.

As the piston moves inward after the first compressive stroke, thecompressed air expands losing its heat and the air in the spaces 1.3,26, and 27, while cooling obviously re ceives heat from the thimbles orburner elements 19 and 23 and from the cap or flange 29, which elementsbeing made of metal lose their heat less rapidly than the air. ld hen"the piston reaches the end of its inward stroke and a fresh charge ofair enters and it moves outward again on its second compressive stroke,the burner and air within it are still warm, so that the interchange ofheat between the burner and the compressed air will be less than on thefirst stroke, but

interchanges of heat take place in a similar 1 manner. On the thirdstroke, the interchanges will be less than on the second, and so onuntil the burner reaches a temperature approaching that of the air ofcompression. When this point has been reached, a change of fuel isallowed to enter the burner through the port or aperture a7. The oilfirst appearing at the mouth of the opening 47 initially receives heatduring its passage through and contact with the cap or flange 29 andfrom air inthe space or central com bustion chamber, 27. The heat givenup by the air is immediately made up in part by radiation from the innerburner element or thimble 23, and cap 29, and is suliicient to vaporizeand ignite the charge, which is supplied by a piston pump to the inlet-32 and its discharge into the burner continues over a fixed period ofthe cycle. The oil, therefore reaching the burner after the initialflash burns upon its arrival within the burner and burns completelyleaving no residue or carbon deposit. In fact, no oil reaches thecombustion space of the cylinder except in an incandescent state.

It will be readily appreciated that the ignition and burning of thecharge materially alters the heat interchanges that take placesubsequent to ignition. The thin. burner elements 19 and 23 are heatedto a temperature in excess of that corresponding to the compressivepressure and in consequence upon each successive compressive stroke,instead of receiving heat from the air of compression, they give up heatto it, or in other words, they are cooled by the air of compression. Mynovel burner therefore functions to maintain a reasonably eventemperature, the design thereof being such as to lend itself to thisdesired end.

It will be noted that the base flange or cap 29 is of heavier metal thanthe thin burner elements 19 and 23, which are in contact with it. Thecap element 29 is there fore not so susceptible to quick changes oftemperature as are the thimbles or burner elements 19 and Q3, and thusacts a temperaturc regulating member. During the combustion stroke, thisis a vital matter. as it is the only means provided to keep the thimblesor burner elements below destructive temperatures. The fact that mynovel burner functions without overheating uncer all conditions of loador revolutions indicates that the heat balance is reached which fulfillsall requirements. From the foregoing it will now be apparent that shouldit be desired to use a compression pressure lower than that required toignite low grade fuel oil by compression when the engine is cold. alighter fuel oil with higher flash and tire test may be used forstarting, and after the burner has received heat from combustion, thelight oil may be shut off and the lower grade oil turned on to theburner. It will then continue to function on the low grade oil receivingand dispensing heat as described above.

It will be understood from the foregoing that the thin conical ignitionchamber 26 and the central conical relatively large combustion chamber27 are always filled with air during the period of compression. At ornear the end of the. compression stroke, fuel is slowly admitted throughthe passage 47 into the heated air due to compression contained in saidcombustion 27. Due to the natural action of liquid fuel when subjectedto heat interchanges causing a partial cracking or separation of thelighter and heavier gases, the lighter gases naturally rise to the topof the combustion chains ber 27, and the heavier gases remain suspendedbelow the lighter gases in said combustion chamber which now contains afuel which has slowly been admitted, and due to heat interchanges hasbecome gasified to a greater or lesser degree, and is now com' mingledwith the air in the combustion chamber heated by compression, which hascaused the heat interchanges between the thimbles and cap. as aboveexplained.

As stated the lighter gases are now at the top of the combustion chamberdue to natural causes. Also due to the fact that the lighter gases willignite at a much lower temperature than the heavier gases, the series ofports 25, at the top of the combustion chamber 27 connecting with theouter thin ignition chamber 26, allow the lighter gases when they beginto ignite to come into contact with the pure compressed air in saidignition chamber, and said pure air in the ignition chamber acceleratesthe burning of said lighter gases, which causes a very quick interchangeof heat upon thethimble or burner element 23 surrounding the combustionchamber 27. There is no explosion in my novel device at any stage of thecycle, but instead a slow progressive burning due to the fact that theoil is slowly admitted, the initial burning taking place in proximity tothe ports 25, and a portion of the initial flame is in the upper part ofboth the ignition chamber and the combustion chamber. The burning of thegases progresses gradually downwardly and reaches the mouth of theburner communicating with the compression space of the cylinder, and theburning gases come in direct contact with the heated air in thecompression space which causes a complete combustion of the gases abovethe piston, which in turn effects the actuation of the latter. Themanner of exhausting the cylinder does not require special mention, theexhaust taking place through the passages 6, 10 and 12, and beingcontrolled by the valve 11 operated by any conventional means. Especialattention is called to the coaction of the thickened cap 29, with theburner elements since its prime function is to absorb heat from the thinthimbles or burner elements during the combustion stroke, and thusreduce the temperature below the burning point.

The valvular mechanism seen in Figure 1, can be dispensed with ifdesired, and the fuel fed directly to the port 47, under whichconditions the burner and its'adjuncts will function perfectly.

I prefer under certain conditions and with certain grades of fuel toemploy the valvular arrangement shown, wlierein it will be apparent thatthe valve 39 will be unseated downwardly Whenever the pressure in thepipe 32 is suflicient to overcome the tension of the spring 42, in whichcase the fuel will flow through the ports 46 and 44 to the passage 47which I have shown as terminating in a nozzle in proximity to the ports25, which nozzle may be omitted if desired.

It will be apparent that any back pressure in the burner or combustionchamber 27 will tend to seat the valve 39 upwardly, this upward seatingtendency being augmented by the spring 4:2, as is evident.

l/Vhile I preferably proportion the lengths of the burner elementssubstantially as seen in Figure 1, and have shown them as being conicalor flaring my device will function satisfactorily if concentriccylinders are employed, and if said burner elements re of substantiallythe same length.

I have found from an extensive practical use of my novel burner underall conditions and with varying grades of fuel that a greater efliciencyis attained by the employment of the thin conical or flaring burnerelements 19 and 23, whose lengths are pro portioned substantially asshown, and I also in conjunction therewith employ the flaring mouth 28,which flaring constructions cause or enable the flame or expansiveeffect of the burnt gases somewhat to. diverge and impinge substantiallyinstantaneously upon the entire juxtaposed end area 3 of the piston, sothat substantially every portion thereof receives the effect of theburnt gases. For this reason, one standard size of my novel burnercomposed of the flaring or conical burner elements 19 and 23 can beutilized as the burner unit for engines or pistons of a relatively widerange of sizes or diameters, as is evident.

Obviously, a plurality of burners 1% may be employed to a singlecylinder, and when a pluralityof saidburners are employed, it will beevident that they may be disposed around or in the cylinder head in anydesired arrangement which will produce the greatest efficiency.Additional thimbles may also be employed if desired. f

While I preferably make the inner thimble somewhat shorter than theouter thimble, it will be apparent that the lengths ofthese thimbles maybe proportioned differently from the construction shown, it beingessential, however, that the central combustion chamber and the outerignition chamber communicate at their upper and lower portions,the'upper. communication being had by the restricted ports 25'. V I

My. present invention 1s diflerentlated from the burner shown in my.contemporaneously pending application, Serial No. 537,997, since theouter thimble. or sleeve herein is open throughout its entire lower areaand flaring, as is also the inner thimble,

which facilitates the discharge of the expansive medium upon thejuxtaposed end of the piston, as is evident.

It will now be apparent that I have de vised a new'and useful burner forinternal combustion engines, which embodies the features of advantageenumerated as desirable in the statement of the invention and the abovedescription, and while I have, in the present instance, shown anddescribed a preferred embodiment thereof which will give in practicesatisfactory and reliable results, it is to be understood that suchembodiment is susceptible of modification in various particulars withoutdeparting from the spirit or scope of the invention or sacrificing anyof its advantages.

Having thus described by invention, what I claim as new and desire tosecure by Let tors Patent, is

1. In a device of the character stated, a burner composed of an outersleeve, an inner sleeve positioned within said outer sleeve, both ofsaid sleeves being open and unobstructed at their lower ends, andflaring and of gradually increasing diameter in cross section, whereby aflaring ignition chamber is formed between said sleeves open at itsbottom and a relatively large flaring combustion chamber is formedwithin said inner sleeve, said chambers being in communication at theirupper and lower ends.

In a device of the character stated, a

burner composed of an outer conical sleeve,

and an inner conical sleeve of less length than said outer sleevepositioned within said outer sleeve, whereby a relatively thin outerconical ignition chamber open at its bottom is formed between saidsleeves and a rela tively large central conical combustion chamber isformed within said inner sleeve, the latter having ports at itsupperportion forming a communication between the up per portions of saidchambers and both of said sleeves being open and unobstructed throughoutthe entire area of their lower ends.

3. In a device of the character stated, a burner composed of an outerconical sleeve, and an inner conical sleeve positioned within said outersleeve, and having its lower end terminating above the bottomof saidouter sleeve, whereby a relatively thin conical ignition chamber open atits bottom is formed between said sleeves, and a relativelylarge centralconical combustion chamber is formed Within said inner sleeve, thelatter having ports at its upper portion forming a communication betweenthe upper portions of said chambers and said outer sleeve being open andunobstructed throughout its entire area at its lower end and a fuelnozzle discharging fuel into sald combustion chamber at a point inproximity to said ports.

-1-. In an insertiblc burner for internal combustion engines, anelongated central conical combustion chamber and an elongatedsurrounding relatively thin conical ignition chambercommunicating.therewith through restricted ports near its upper portion,the remaining portion of said elongated ignition chamber being cut offfrom said combustion chamber, but communicating therewith at its lowerend, said chambers being open and unobstructed throughout their entirelower area opening into the compression space.

A burner for engines of the slow combustion type, comprising a pluralityof approximately concentric, conical sleeves separated from each otherby an outer conical air space forming an ignition chamber opening intothe compression space of the engine and a central conicalcombustionchamber formed within the inner-sleeve and opening into said compressionspace and having restricted communication with said conical ignitionchamber near one end, the opposite ends of said chambers communicatingand the outer conical sleeve being open and unobstructed throughout itsentire lower area opening into said compression space.

(3. An insertible burner for internal combustion engines, comprising aplurality of interfltted conical sleeves, one within the other, andseparated from each other by an outer elongated conical air spaceforming a relatively thin ignition chamber, the inner sleeve containingthe, conical combustion chamber and having small ports at its up perend, saidburner being adapted to be mounted in the wall of an enginecylinder, and said combustion chamber and ignition chamber communicatingat their lower ends and opening into the compression space of saidcylinder. said chambers being non-communicating throughout their lengthand open and unobstructed at their lower ends, and a support 'for saidsleeves adapted to be secured to said cylinder.

'7. in a device of the character stated, a burner composed oi an outerconical sleeve and aninner conical sleeve positioned within said outersleeve, both of said sleeves being open and unobstructed at their lowerends, whereby an outer conical ignition chamber is formed between saidsleeves open at its bottom, and a relatively large conical combustionchamber is formed within said inner sleeve, said chambers being incommunication at their upper and lower ends, in combination with arelatively thick cap in metallic contact with the upper ends of saidsleeves, for securing the latter in po sition. V

8. In a device of the character stated, a burner composed of an outerconical sleeve and an inner conical sleeve positioned within said outersleeve, both of said sleeves being open and unobstructed at their lowerends, whereby an outer conical ignition chamber is formed between saidsleeves open at its bottom, and a relatively large combustion chamber isformed within said inner sleeve, said chambers-being in communication attheir upper and lower ends, in comination with a relatively thick cap inmetallic contact with the upper ends of said conical sleeves, said caphaving a chamber therein for the reception of a liquid and an openingtherethrough for the admission of the fuel.

9. The combination of an engine cylinder, a hollow cap securedtheretoand adapted to receive a liquid and having a fuel passagetherethrough, a plurality of flanges in metallic contact with said capand secured to said cylinder thereby, an outer conical thimble carriedby one of said flanges and positioned in a passage within said cylinder,said outer thimble being open and unobstructed at its lower end, aninner conical thimble secured to the other 01" said flanges andpositioned within said outer thimble, whereby there is formed a centralconical combustion chamber and an outer conical ignition chamber, saidchambers being in communication at their opposite ends, and both of saidchambers having an uninterrupted communication at their lower ends withthe compression space of the cylinder.

10. The combination of an engine cylinder, a relatively thick capsecured thereto and having a fuel passage therethrough, an outer flangein metallic contact with said cap and having a conical thimble securedthereto and open and unobstructed at its lower end, and. an inner flangeseated in said outer flange and in metallic contact with said cap, aninner conical thimble carried by said flange and positioned within saidouter thimble, and ports near the upper end of said inner conicalthimble, there be ing a conical combustion chamber formed within saidinner thimble and a conical ignition chamber formed between saidthimbles, said chambers communicating at their bottoms.

11. A burner. for an internal combustion engine, formed of an outerflange, an outer conical thimble secured at one end thereto and open andunobstructed at its. opposite end, a counterbore in said outer flange,an inner flange seated in said counterbore and an inner conical thimblehaving ports near its flange end, secured to said inner flange andpositionedwithin said outer thimble.

12. A burner for an internal combustion engine, formed of an outerflange, an outer conical thimble secured at one end thereto and open andunobstructed at its opposite end, an inner flange seated in said outerflange and an inner conical thimble secured to said inner flange andpositioned within said outer thimble and having restricted ports nearits flange end, said inner thimble being shorter than said outerthimble.

13. A burner for an internal combustion engine, formed of an outerflange, an outer conical thimble secured at one end thereto and open andunobstructed at its opposite end, an inner flange seated in said outerflange, an inner conical thimble secured to said inner flange andpositioned Within said 1 outer conical thimble, and having restrictedports near its flange end, said inner thimble bein shorter than saidouter thimble, and a re atively thick cap in metallic contact with saidflanges for securing the latter to an engine cylinder.

14. The combination with an engine cylinder, of a burner flangesupported thereon and having an inward bevel. on its under side, aclampin member in metallic contact with said ange, and having an outwardly inclined bottom bevel juxtaposed to said inner bevel, so as toform an annular angular seat, a gasket supported between said cylinderand angular seat, and hastening devices common to said clamping memberand cylinder for compressing said gasket.

15. The combination with an engine cylinder of a burner flange supportedthereon, a plurality of pendant hollow burner elements supported fromsaid flange, the latter having an inward bevel on its underside, a

clamping member in metallic contact with said flange, and having anoutwardly inclined bottom bevel juxtaposed to said inner bevel, so as toform an annular angular seat, a gasket supported between said cylinderand angular seat and fastening devices common to said clamping memberand cylinder for compressing said gasket.

16. A metal burner for internal combustion engines, comprising aplurality of ap proximately concentric thimbles separated from eachother by air spaces, a heavier member holding said thimbles in positionand in metallic contact therewith, said member serving as a temperatureregulator, whereby heat interchanges between said thimbles and membertake place by their metallic contact and said thimbles are kept belowdestructive temperatures during the combustion stroke.

EDWVARD L. LOWVE.

lVitnesses H. S. FAIRBANKS, C. D. MCVAY.

